Railroad-car-window construction



y 23, 1929- .14.. MOHUN ET AL 1,721,828

RAILROAD CAR WINDOW CONSTRUCTION Filed March 12, 1928 4 Sheets-Sheet lIn uerzfora y 23, 1929- J. L. MOHUN ET AL. 1,721,828

' RAILROAD CAR WINDOW CONSTRUCTION Filed March 12, 1928 4 Sheets-Sheet 2E1515. FIE=&-

July 23, 19 J. L. MOHUN ET AL 1,721,828

RAILROAD CAR WINDOW CONSTRUCTION 7 Filed March 1928 4 Sheets-SheetEECILQL fIE:lE-

15. EiEilfL fmzcla EiE:l6-

5 r m n P u n J y 23, 1929; J. L. MOHUN ET AL 1,721,328

RAILROAD CAR WINDOW CONSTRUCTION Filed March 12, 1928 4 heets-Sheet 4Patented July 23, 1929.,

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Application fled Ka -ch 12, 1928. "Serial in). 260,946.

' Our invention relates to window construction generally, but moreparticularly has reference to such a construction as is especially"adapted for installation in the modern steel passenger railway cars,and while the description to be herein 'ven will-be identified with suchcars, it will obvious that theinvention is serviceable inthe instance.of wooden cars and steel buildings. 1 Car Window constructions haveheretofore been the subject of considerable discussion I amon'g'railroadoflicials owing to the continued and increasing demands of the publicthat such constructions should conform to the following requirementsFirst. Such constructions should be abso lutely weather and dust roof.

-Second. The sashes sii'ould operate easily and without sticking orbinding.

Third. The constructions should be free from squeaking or rattling.

Fourth. There should be a greater area of clear vision.

. Fifth. There should be lift handles con-.

veniently located with respect to the sash holders, and the manipulationof these members should be easy and self evident.

The present invention is devised to answer these requirements, and atthe same time we have borne in mind that such invention canbe readilymanufactured and applied'to the usual car construction, that the firstand the maintenance cost shall be reasonable, that the use ofanti-rattle compression springs is undesirable, and. that the structureshall be such that repairs can belquickly and'easily made in case ofbroken glass and failed parts.

Wooden sashes do not meet these requirements, since, if they arereasonably tight for 40 dust proof purposes, they swell and stick fast,and if fitted loosely they rattle, and, since they have side rails thatare necessarily wide, clear vision is interfered with.

Metal sashes have not heretofore been en- 3 tirely satisfactory, sincethey are not weather and dust pro'of,-tl'rey soon rattle, and, al.-though they may not stick within the stops, they do bind and arefrequently diflicult of operation. I v

Our invention dispenses entirely with top and side rails for the glasspane, and. the side I edges of the latter track in soft channels line2-2 of Figure 1.

throughout the entire range of=the movement of the sash, the latter isresiliently supported n all directions so as to withstand the weav-1ng,twist and expansion of a steel car,'and is dust and weat er proof atsides, top and bottom. t

A striking feature .of the invention, and one that distinguishes fromprior'car window constructions, is, that not only is the, window sashweather stripped at the top, bottom and sides, so that water or dirtcannot enter the car at any location in the-window structure, but alsoevery part of the outside of such structure is insulated from theportron of the latter that is within the car, and therefore noise fromthe outside is deadened, and the transmission of heat and cold-fromoutside the car resisted.

The following detaildescription is to be read in connection with theaccompanying drawings which show a preferred embodiment 0 the inventionas applied to a steel railroad car, and in these drawings Figure 1 is afront elevation, partly broken and sectioned, showing our improved,winside of a railway car.

Figure 2 is a -detail broken section at the Figure 3 is a detail line 33of Figure 1.

Figure 4 is a detail broken section at the line 44 of Figure 1.

Figure 5is a detail broken sectionat the line 5'-5 of Figure 1.

. dow construction as it appears from the in- I broken section at theFigures 6, 7, s, 9, 10, 1 1, 12, 14,16, 18, and

19, are fragmentar the inside and outslde stops showing different waysin which the felt channels forthe J glass sash may-be adapted for use.

Figures 13, 15, and 17, are respectively sections at; the lines 1313,15-15, and 17'17 of Figures 12, 14, and 1 Figure 20 is a broken andpartly sectioned fragmentary view showing the adaptation of .ourinvention to a. double window construction. Y

Figure 21 is a section 'at-the line 21-21 of Fi re 20, and

cross sections through looigure 22 is a section at the line 22-22 ofFlgure 20.

Similar numerals of reference will used tires of the drawing.

1 is the pane which may be of the best clear cylinder glass or ofsuitable plate, and 2 is the bottom rail which is secured to the loweredge of the glass pane in any suitable manner, this rail beingpreferably an aluminum alloycasting, with the lift handles 3 and thesash lock casings 4 cast integral therewith.

These lift handles and lock casings may, of course, be separate elementssecured to the bottom rail by screws or the like, but when cast integralwith the bottom rail they'will not rattle, as would bethe case in theevent that they were separate elements and the screws or otherfastenings worked loose.

The bottom of the rail is-square so as to set flat on its sill seat 5,and the latter, immediately beyond the portion contacted by the railwhen seated, has a step 6 whose riser 7 is slightly inclined outwardly.

The portion of the'sill of the window against which the rail seats is aseparate sheet metal stop denoted generally by the numeral 8, and thisstop has a flat extension 9 which is secured to the main car sill 10 ofthe window, and an inclined portion 11 which is secured to the watershed 12 of the sill, and beneath the parts 9 and 11 are weatherstrippings 13, 14, so that it will be clear that dirt or water cannotpass between this stop 8 and the main sill portion of the window. 7

It will therefore be clear that the sill stop 8 is so constructed thatthe seat for the rail is horizontal and is above the sill slope 12, so

9 V as to protect an inside wooden sill against the Cl I direct flow ofwater,this, of course, being, a

safeguard in addition to the stripping 15.

To the outside-lower edge of the "rail 2 is affixed a weather strip 15by means of aresilient metal clip 16 which is secured to the rail andexerts atpressure sidewise against thestripping 15, so that when thesash is lowered the stripping15 will contact the riser 7 and adaptitself resiliently and closely tothe same, whereby di'rtor water cannotpass into the car beyond the rail, and the sash is given a=cushionsupport so that the seat 5 is relieved of part of the weight of thesash, thus militat-ing against the'sticking'of the sash to this seat 5.v A

It is preferable'to make this stop 8 separate from the main sill so thatthis inventgn may be readily adapted to railroad car present existing,and for the further reason that it is much cheaper to do this than tomake specially formed sills.

-The side edges of the glass panel track are contained within channels17 that are made of felt on; any other suitable material and thesechannels are confined between the inside stops 18 and the outside stops19, and the ends of the bottom rail 2 extend between said stopsimmediately beyond the channels,

19, and these illustrations and the particular objects of the featuresshown therein will now be referred to in detail.

-Referr'ingto all the figures, the inside stops-f 18 are rigid and aresecured as usual to the sides of the window casing while the outsidestops 19 preferably. have a resilient action against the felt channels17, which-latter, it will be remembered, are confined between the twostops, and the object of the resiliency in these outside stops is tocause the sides of the channels 17 to bear firmly against the glass,

so as to prevent any rattling or undue move- I ment of the latter, andalso to effect a tight joint between the sides of the felt channels andthe :stops for the exclusion ofwater or foreign matter. a

This resiliency of the outside stops may be adjusted, as shown:particularly at F igure 6, in which a hub 20 is brazed or otherwisesecured to the inner wall of the stop while a screw 21 driven throughthis hub acts against the inner wall of the stop to press the same withmore or less firmness against the felt channels, and the outer portionof the stop is doubled upon itself so as to form a spring loop 22 andthe screws 23 which secure the stop to the outer wall of thewindow'casing can be manipulated so as to normally position the 4 backportions 'of the felt channels and nearly across the width thereof,which ledge yields resiliently so as to cause the felt channels toclosely hug the side edges of the window pane, while adjustments of theoutside stops by the manipulation of'the screws 23 will stiffen theresilient pressure against the channels.

' This Figure 6 construction merely shows a manner in which the outsidestops may be adjusted but this is a minor feature since, as a rule,adjustments of this sort will be entirely unnecessary, and these outsidestops are ordinarly so formed that they will bear resiliently againstthe outer sides of the felt channels, the outer edges of the stops beingsecured directliiito' the wall of the window casing with'theintervention of a weather stripplug 25 which extends directly fromithebottom of the channels, which stripping eifecti-vely prevents anyforeign matter or water from passing beneath the stops, or beyond thebacks of the felt channels. Y

It will, of course, be understood that the inside stop may, if desired,bear against the inner side walls of the channel's resiliently but it isnot b lieved that his .is at all neces Sary. i

-At Fi ure 7 is showna construction in which a rass strip 26 is brazedor-otherwise secured to the outside stop between the latter and'thefelt, this strip extending inwardly and bearing resiliently against theglass, for the purpose of assisting to steady the same and to afford anauxiliary waterproof weather strippin to protect the outside legs ofthefelt channe 5.

By securing these strips 26,to the outside stops, there is no realnecessity for making these stops resilient, and, as a matter offact,

while it is preferred to make them resilient at all times, nevertheless,the invention would be well served if these stops were rigid and abuttedfirmly againstthe felt channels, and the invention is therefore notlimited inthis res ect.

elt will absorb moisture more or less, and, as the outer leg of the feltchannels is the only part of the latter that is exposed -to theelements, we have in mind to protect it by means of awaterproofmaterial, and have exemplified this in connection with the constructionshown at Figure 8, in which the felt channel is seated within a metaltrough 27 whose sides embrace the channel and extend slightly over thefree ends thereof so as to confine it in place, and this metal trough issupported by the ledge 24 that extends from the outside stop, and astrip a of cloth rubber cork tape is located between the glass and theouter leg of the channel and extends over said leg and between saidtrough and the outside stop, and also between the trough and the ledge24,

and thence outwardly between the window casing and said stop,'so as totake the place of the strip .25.

. end of the tape a being housed within a curled i In Figure 11 is showna construction like that shown at Figure 8 with the exception that theouter side of the metal trough 27 is extended so as to form, the li bthat bears resiliently against the-paneo glass, for the same purpose asthat defined with respect to the structure shown at Figure 7, the innerpartcof-the lip'b.

Referring to Figure/10 the construction shown therein is like that atFigure 7 with.-

the exception that the extremity of the strip 26 instead of bearingagainst the glass is bent .r inwardly down toabout the bottom of thefelt channel as shown at 28, so as to bring it in contact with theglass, and shield the outer 'leg of said channel against the elements.

Referring to Figure 9 there is shown an L shaped piece of, felt 29 whichbears against the side of the glass pane while a block 30 of suitablematerial preferably soft lead, is con tained within a recess 31 in theinner wall of the outside stop and bears against the other side of theglass pane so thatthe latteris con-' fined between felt and metal, andthe weather stripping 25 extends from the felt as andtfor the urposehereinbefore specified, this block 30 a so servingto shield the feltagainst the elements.

In some instances, it is advisable that the element, and, in fact, sucha constructlon is desirable because it will further insure that the sideedges of the glass will be resiliently contacted the felt channels, andtherefore, We have shown at Figures 12, 13, 14, 15, 16, 17, 18, and 19,constructions in which spring means is interposed between the rear ofthe felt channels and the window casing.

Referrin to Figures 12 and 13, 32 is a strip of metal aving lancedtherefrom bow springs 33, which will contact the sides of the windowcasing while the felt channels confelt channels be backed by a specialspring having bow springs lanced therefrom, is

backed by coil springs 34that abut the window casing andfunctionprecisely like the bow springs above referred to.

In Figures 16 and 17, which show a construction of outside stop and feltchannel like that shown at Figure.4,bow springs 35 are lanced out of theledge 24, and the weather stripping extension 25 contacts the windowcasing while the bow springs 35 bear against this strip. Since the stop19 is of a resilient nature, these bow springs 35 will-act to force thefelt channels inwardly against the edges of the glass; W

The construction shown at Figure 18 shows the felt channel confinedlaterally between the stationary stop 18 and the resilient stop' 19, butthe back of the channel along the edges has ribs 36, and the channelsabut against separate plates or strips 37 whose edges are slightlyupturned, as shown at 38 so as to embrace theseribs, and from this plate37 are lanced bow springs 39 which nor- -mally contact the sides of thewindow casing so as to force the feltchannels inwardl against the sideedges of the glass.

The construction shown at Figure 19 is identical with that shown atFigure 18 but it shows the plate 37 forced nearer the window casing asit would be if a wider pane of glass was inserted between the channels.

Butthe provision ofa springelement in the rear of-the channels, whilefunctioning to permit the use. of a wider pane oflass, nevertheless, hasa more important object,

namely, to enable a glass pane ofa standard width to be properlyassembled within the felt channels, -when the window openings slightlyvary in width or are out of square.

The construction shown at Figure 18-exem plifies an instance where the"window opening between the side casings is slightly wider than usualbut this extra width is taken care of by the expansion of the bowsprings so as to normally position the felt channels so that theywillextend as far inwardly as they ordinarily would in the instance ofwindow openings of normal width. It will be observed in connection withthis Figure 18 that the felt channels resiliently contact the edge ofthe glass.

At Figure 19 is shown the adaptation of the glass in the instance ofwindow openings of What might be termed normal width or at leastopenings whose width is less than that previously described withrespect'to Figure 18, and in this Figure 19 construction it will i beobserved that the bow springs are comoar structure, as, for instance,the head 42,

pressed as would naturally be the case in .25-

adapting the structure to the narrower window openings but at the sametime the channels will, of course, resilientlycontactthe edges of theglass.

In all instances the felt channels will maintain their grasp on theglass throughout their entire depth. v

The constructions heretofore described show meansawhereby the windowsash is Weather stripped at the bottom and at the sides, but it is quiteessential, that dirt or dust should not enter the car at the top of thewindow, and therefore we have shown at Figure 3 a metallic clip 40within which is a heavy and resilient weather stripping 41.

This clip is secured directly to a part of the by means of suitablescrews 43, and a portion of the stripping extends between the clip andsaid head so that it will be clear that this metallic clip is insulatedfrom the head, and the main portion of the stripping 41 is bowed andfirmly. contacts the outer face of the glass 1 throughout its entirewidth, so that it will be clear that no water, dirt or other foreignmatter can enter the car at the top of the window, and, moreover, thisstripping, being of a resilient nature, coacts with the outsideresilient stops in causing the glass to be properly embraced by the feltchannels, and to steady the glass as the sas'h'is raised.

In all instances it will be observed that the parts of this windowconstruction that are located at the outside of the window areinsulatedfrom the rest of the window structure. For instance, the bottom rail 2and its sill 5 are insulated from the water shed 12 and the main sill 10by the strippings 14, 13,

the outside stops are insulated from the inside'stops and from the sideof the window the extensions 25 therefrom, while the metal clip 40 isinsulated from the head 42 in the manner above described. I

It will therefore be clear that, as a result of this completeinsulation, all sound from the outside of the car is deadened, and sincethere is no metallic connection between the outside and inside parts ofthis window con-' struction, the transmission of heat or cold isresisted, and this insulation is an important feature of the invention.

Within the sash lock casings 4 are bolts 44 and springs 45, the latterfunctioning to normally throw the bolts outwardly into en-- cept as totheir juxta-position with respect to the lifting handles, and referenceto such devices is made merely because the sashes of car windows arenecessarily equipped with some means of this sort.

The felt channels and the inner and outer stops may be continued forsome distance above the window openings, asshown at Figure 3, in .orderthat the glass pane may be guided and properly held throughout itsportant that a resilient backing be interposed behind the retainingchannels, but this inven-v tion is not limited to constructions whereinthis resilient backing must be used, as, in the ideal condition, whereinthe window opening would be in parallelism, the type of con structiondescribed could be used without springs or resilient members interposedbehind the felt channels.

As hereinbefore stated, the sash has no top rail or. side stiles, butmerely a bottom rail, and this is an innovation in railroad car windowconstruction where the sashes are raised and not lowered to open awindow. Moreover, the felt channels which are at the sides of the windowopening not only act as runways for the glass but are also weatherstrips, thus distinguishing from the similar channels that are used withdrop windows,

and theelimination of the side stiles and top rails reduces to a minimumthe likelihood ofthe sticking or binding of the sash, and, of greaterimportance still, adds materially to clear vision through the windows sDouble windows are common both in coaches and Pullmans, and the presentinvention is followed in the installation of such windows, it beingmerely necessar to provide a middle stop to cooperate wit the outsideand inside stops, and in this instance both double windows, namely, theconstruction of p the middle stop, and referring to Figures 20,

21, and-22, we will call attention to the manner in which our inventionis applied in the instance of double windows.-

48is a center stop secured to the inside of the casing in any suitablemanner as by screws 49, and 50 is an extension piece which is secured inany suitable manner to the stop 48 as by one pr more of the screws 49,this extension piece having portions which extend laterally beyond thestop 48 and are formed intogutter-like parts 51.

The center stop and likewise the outside and inside stops end atanydesired distance above the window opening, while the extension stopprojects upwardly within the head of the car as far as 1s necessary, andthis extension stop'preferably has lanced from the bottoms of thegutters 51 springs 52 which bear against the Wall of-the car or a 7 artthereof, the. form and function of t ese springs being the same as inthe instance of the springs 35 shown at Figure 16. y

The outer stop 19' is the same in all respects as the outer stopheretofore 'described, and the felt channel 17 for the outer window'isconfined between this stop and the center stop 48, while the feltchannel for the inner window is confined between the center-"stop andthe inside stop 18, the latter having a ledge 53'which extends back ofthe felt channel which ledge is the'same in structure and function asthe ledge 24.

In the instance of do'uble windows there.

are, of course, two sets offelt channels 'one set for each window, andthe channels must all be properly supported and hacked, and the a.inside and outside stops are the same so far as their functions areconcerned, and although we have not shown in these fi ures the variousdetails heretofore set orth, nevertheless the felt channels will beadapted for windows thatwaryin size orare out of 'square, in the samemanner as has been here-' tofore described, detailed illustrations anddescri tions in these respects being deemed supe uous. I

The gutters. 51 in the extension stop are i in alinement with the spacebetween the center stop and the inside stop and between the "center'stopand the outside stop, and the felt channels 17 are extended within thesegutters and secured thereto in any suitable manner.

A Weatherstripping 54 is secured ma clip 55, and is aflixed to anysuitable part of the car structure, and this clip causes this strip tobear against the inner face of the inside window pane. at a point slihtly above the window opening, and theo ject of this strip is not somuch to serve as a weather stripping vbe the danger of accident to'thelass since the main portion of the-window when raised'is always withinthat part of the felt channels that is confined and equipped in themanner hereinbefore described, it is mere- 1y necessary that thesechannels where they are contained within the. as-su portsfor the sash wen raised.

0 course, all supports for the sash in the way of felt channels couldbebmitted above the window opening, but therewould alwa s y the car,

shocks or the twisting or weaving o tters 51 shall act and it hastherefore been deemed best to provide supports forthe glass above thesash opening. I t j If desired, the weather strippin like thatheretofore shown and designated y thenumeral 25 may be adopted in theinstance of the inside stops, but this is not deemed necessa 1 W ietherthe windows are single or double, it will be observed that there is nometallic connection between anypart of the outside and inside members ofthe window, construction, the Weatherstrip in and the felt chafinelsheretofore descrdief acting as insulators against the transmission ofheat or cold between these members, preventing water or dirt fromentering the inside of the car and also serving to deaden all sound fromthe out- S1 e. v

Attention is particularly called to the fact ing elements along thesides, top and bottom,

and, moreover, the flexibility of the glass supports and mounting willtake care of the weaving, twist and expansion of the car, particularlyif constructed of steel, and will also that the glass is provided wtihshock absorbpermit ofthe necessary tolerances in applyterials are fullywithin the scope of this invention. V

By the elimination of the top rail and the side-stiles, a considerablearea of clear vision .is added to the window, and this is a valuablefeature and is very,.desirable. 7 J

What is claimed is 1. A railroad car window construction,

comprising a glass sash having a bot-- tom rail only, felt channels "atthe sides.

of the window opening within which the side edges of the glass track,stops af the sides of the window opening which resiliently emindependentof s'ai stops for resiliently backing the rear fa ces of saidchannels,'lift handles and sash holders carried by said raiLin brace thesides onl of said channels, means I juxtaposition, and co-operatingmeans at the sides of the window casing for holding the sash indifferent elevations.

V 2. A railroad car window construction,

comprising inner and outer stops at the sides of the window opening,channels of suitable material confined between said stops, :1; windowsashconsisting of a glass pane without top rail or side stiles the sidesof which pane track within said channels, a, bottom rail secured to thelower edgeof said pane and confined at its ends between said stops, andmeans for causing at least one of'said stops to bear resiliently againstthe sides of the felt channels;

3. A construction as in claim 2, further distinguished in that the feltchannels are backed by resilient elements that are independent of theinside and outside: stops,

whereby glass panes of uniform width may be adapted to 'window openingsof varying widths.

- 4. A construction as in claim 2, in which a separate sill stop isprovided which has a 2 horizontal seat for the bottom rail and aninclined portion which is secured to the slope of the car sill whichseat is elevated above all portions of the stop outside the seat.

5. A construction as in claim 2, in which the .window sill is providedwith a stop having a step whose riser is inclined, while the bottom railcarries a depending weather stripping throughout the length of saidrail, said stripping impinging resiliently against said riser when thesash is closed. c

' 6..A construction as in claim 2, in which a weather stripping issecured at the top of the window opening independent of theglass paneand constantly bears against the latter 40 throughout its width.

7. A construction as in claim 2, in which weather strippings extend fromthe backs of the channels and are interposed between the inside stopsand the outside stops, said stripping being confined between the windowcasing and the outer edges of the outside stops. m

a weather strippingis adjacent to the backs of the channels and guardsthe inner stop against water or dirt that may enter between I saidchannels and the outside stop, the outer portion of said stripping beingconfined between the window casing and the outer edge or dirt enteringat that'point.

9. A double window construction for railroad cars, comprising outsideand inside stops and center stops, the latter provided with extensionsthat have lateral gutters which project up within the head ofthe car andare 'alined with the spaces between the center stops' and the outsideand inside stops, felt channels confined between the, center stops andtheoutside andinside stops and extended 8. A construction as in claim2,-in which of the'outsidestop to guard against water within saidgutters, and window glasses withthe glasses, the sides of the latterextending beyond the ends of the bottom rails into saidof the channels,a glasspane without-top rail or side stiles, the side edges ofwhich panetrack within said channels, a weather stripping secured adjacent the topof said opening and constantly bearing against said pane throughout'itswidth, a weather stripped sill stop having an elevated horizontal seatand provided with a step whose riser is inclined, a rail secured'to thebottom edge of the pane 'and extending between said stops and nor' mallycontacting said seat, and a weather strippingdepending from said railthroughout its length and adapted to impinge resilout top rails or sidestiles but havingbottom rails that are secured to the loweredges ofiently against saidriser when the sash is closed, whereby the windowclosure is weather stripped at top, bottom and sides, while theglass/pane is resiliently mounted at the top, sides and bottom and isadapted to window openings of varying widths.

11. The herein described railroad car window construction in which thetop, bottom and sides of the glass are weather stripped and all parts oftheconstruction outside the sash are insulatedfrom the inside parts.

12. A construction as in claim 2,'in which the outer exposed legs of thechannels are shielded as against water or dirt by a waterproof materialwhich is in contact with the. outside surface of the glass.

13. A construction as in clarm 2, in which the channel is containedwithin a &metal trough whose outer side is bent inwardly and curled backand bears resiliently against the outer face ofthe glass, a waterprooftape between said side and the outside stop and having its edge housedwithin said curled back portion and extending beneath the trough andconfined between the outside stop and the window casing.

14. A railroad car window construction, comprising aglass pane withouttop rail or side stiles and having a bottom rail secured to'vits loweredge, suitable channels at the sides ,of the window opening in which theedges of the-glasstrack, and independent means for respectively andresiliently supporting said channels at the sides and at the normallyseated on a fixed window sill, the

, alinement of the bottom rail in relation the fixed silL- 16. Arailroad car window construction,

ccomprising a glass. sash, felt channels at the sides of the windowopening within which the side edges of theglass track, inside and 10outside stops which embrace the sides of the channels, and gneans forresiliently backing I the rear faces of said channels.

In testimony whereof we aifix our signstures hereto. v

- JOHN L; MOHUN.

HENRY PIESCH.

